Aeroplane wing



Aug. 6, 1935. w. D. MARING AEROPLANE WING s Sheets-Sheet 1 Filed Oct. '18, 1933 ATTORN EY Aug. 6, 1935.

w. D. MARING AEROPLANE WING Filed Oct. 18, 1935 3 Sheets-Sheet 2 INVENTOR WALTE D. MAR/N6 BY l I I ATTORNEY Aug. 6, 1935. w. D. MARING AEROPLANE WING Filed Oct. 18, 1933 3 Sheets-Sheet: 3

.rfll IIIII/ INVENTOR MIL-rm MARI/V6 ATTORNEY Patented Aug. 6, 1935 UNITED STATE AEROPLANE WING Walter B. Mating, Brooklyn, N. Y., assignor-to J. Joseph Mandelbaum and Don MsMcAllister, copartners, doing business as McAllister' Aircraft Wing 00., Albany, N. Y.

Application October 18, 1933, Serial No. 694,073 7 10 Claims. (01. 244-12) This invention relates to aeroplane wings.

In aeroplane construction it is highly desirable to provide a wing structure which will have a minimum of resistance during normal flight so that greater speed may be attained. It is also desirable to provide a wing construction which will offer a greater resistance so as to permit of a low landing speed and-also greater lift for the purpose of taking oil or climbing. Both desirable results cannot be achieved with a flxed wing. .Both results can be obtained by providing a wing in which the angle of attack may be varied. I It is well known that a large number of wing constructions have been designed with a variable angle of attack to effect the results above set forth. number of wing constructions so designed are not practical and will not operate successfully. Therefore, the broad object of this invention is I to provide a practical wing construction in which the angle of, attack may be varied to permit a low landing speed and greater lift on taking on, and yet permit a greater speed during normal flight.

A further object of the invention is to provide a wing construction for the purpose above set forth, which may be incorporated in the ordinary wings of an aeroplane, or which may.

be used as an auxiliary wingin combination with the usual fixed wings of an aeroplane.

A further object of the invention is to provide a wing construction pivoted with relation to the fuselage, so that the trailing edge may be depressed and the leading edge raised so that-the desired results may be obtained while the aeroplane is maintained on an even keel.

It is well known that a large part of the lift is obtained by producing a partial vacuum onthe top of thewing at a point behind the leading edge. Where a pivoted wing is used and the leading edge raised whilethe trailingedge is lowered, a condition results wherein the vacuum or center of pressure is changed. This results in very unstable flight and when the change in the location of the vacuum is considerable, it will result in a stall or slip. Therefore, a further object of the invention is to provide a pivoted wing construction in which the angle of attack may be varied but which will maintain the vacuum or center of pressure in its normal position with relation to the upper surface of the wing.

In'order to overcome the instability of flight and to prevent the possibility of a stall or slip It is equally well known that a large it is necessary to change the camber of the upper side of a leading edge as the angle of attack is changed. In this way, the vacuum or center of pressure maybe maintained in its proper position even though the angle of attack is changed. Therefore, a further object of the invention is to provide a means to change the camber of the leading edge when the angle of attack is changed. v i

The degree of change in the camber of the wing should be proportionate to the change of the angle of attack. It is not practical to use one manual means to move the wing on its pivot to change the angle. thereof and a separate means to change the camber; Therefore, a further'object of the invention is to provide a manually operated means to move the wing and means automatically controlled by the movement of the wing to change the camber of the leading edge in proportion to the change in the angle of the wing.

The change in the camber of the leading edge is accomplished by providing a flexible leading edge superimposed on the normal leading edge. Under normal conditions the flexible edge is flexed outward between its front and rear edges so as to assume one of the standard aerofoil able leading edge on an aeroplane wing.

A further object of the invention is to provide means to lock the leading edgein one. position or another in orderto. prevent unintentional change of camber.

Since a relatively small change in angle and. camber is suflicient to achieve the desired. re.- sults and a too great change might be disastrous, a further object of the invention is to provide a pivoted wing with a retractable leadingedge, the possible range of movement of whichv will be only within predetermined safe limits.

The invention consists of the construction, combination and arrangement of-parts, as herein illustrated, described and claimed.

In the accompanying drawings, forming part so that the links are locked in position and any pressure exerted axially of the links merely serves to hold them more securely in place. Conversely,- when the several links are in the position shown in Figure 1 any pressure on the edge ll resulting in axial pressure on those several links merely serves to hold them in their proper positions, instead of having a tendency to permit the edge ll to be unintentionally retracted.

It will be obvious that when the wing I is in the position shown in Figure lthe center of pressure or partial vacuum will maintain a definite position on the upper side of the wing 1. If the nose of the wing I were elevated without retracting the flexible edge I5, the vacuum would be moved and a relatively small change in the angle of the wing I would be .sumcient to move the vacuum to an extent which would result in a stall or slip. However, by retracting the edge II and decreasing the camber as the nose of'the wing 'I is elevated, the vacuum or center of pressure will be maintained in the same relative position on the upper side of the wing I as when the wing I is in the position shown in Figure 1. i

In order to operate the wing I means must be provided to depress the-trailing edge of the wing I. Many different mechanisms may be utilized to depress the trailing edge of the wing I, any one of which will work equally well in combination with the parts heretofore described. For the purpose of this disclosure, in order to show a complete operative device, a simple mechanism for depressing the trailing edge of the wing I is shown in Figures 3 and 4.-

Referring to Figures 3 and. 4, l3 designates a rear strut connecting the wing I and a regular fixed wing 44. The strut 43 is telescopic and is pivoted to the respective wings in order to permit relative movement between the wing] and lever ll provided with the usual type of quadrant 4!. Appropriate sheave wheels SI are disposed the wing ll. 5 is the fuselage to which the wing is fixed.

Secured to the under side of the wing I adjacent the strut 43 is'an eyelet 46 or other securing means, to which is connected a flexible cable or wire 41. The wire 41 runs vertically into the wing 44 and thence horizontally through the wing 44 to the fuselage 45', and is connected to a pivoted along the path of the control wire 41 between the connection 46 and the lever It.

As can be seen from Figure 4 a plurality of wires 41 are provided. The-parts shown in Figure 1' are duplicated in each wing I wherever a strut 0 extends upward from the -wing 44. Depending on the nature and size of the aeroplane, two or more sets of mechanisms may be used in each wing. As shown by Figure 4 a plurality.of wires 41 will pass through the wing and for the purpose of providing uniformity of control the several'wires' II may be braided into a single" cable when they enter the fuselage II so that action of the lever u will exert an equal pressure on each wire 41.

' when the partsare in the positions shownin Figure 1 and the pilot wishes to move the wing I, the lever 48 is operated rearwardltwhich pulls the trailing edge of the wing I downward: This.

is the onlyaction'necessary to both change the angle of attack and change the camber of the leading edge. When it is desired to return the parts to the position shown in Figure l, the lever 48 is simply released and the airpressure onthe under side of the trailing edge of the wing l together with the air pressure on the leading edge Is, win quickly turn the wing 1 on its pivot a and bring the parts to the position shown in Figure-l. I

Having thus fully described the invention, what is claimed as new and desired to be secured by Letters Patent is:

1. In an aeroplane, a pivoted wing having an undeformable bottom surface, means to move the wing on its pivot and means controlled by the movement of the wing on its pivot to change the curvature of the forward portion of the wing.

2. In an aeroplane, a pivoted wing having an undeformable bottom surface, means to move the wing on its pivot and means controlled-by the movement of the wing on-its pivot to simultaneously change the curvature of the forward pore tion of the wing.

3. In an aeroplane, a pivoted wing having an undeformable bottom surface, means to move the wing on its pivot and means to automatically change the curvature of the forward portion of the wing in-proportionto-the degree of movediately of its width from front to rear, means to I move the wing on its pivot, a flexible forward portion on the wing and means controlled by movement of the wing on its pivot to change the camber of the flexible forward portion comprising a plate pivoted within the wing connecting elements between the flexible forward portion and the pivoted plate and means to rock the plate 'upon movement 'of' the wing onits pivot.

6. In an aeroplane, a wing pivoted with relation to the fuselage thereof, means to move the wing on its pivot to change the angle of attack without changing the contour of the bottom of the wing and means to automatically vary the .eamber of the forward portion in proportion to the change in angle of attack.

7. In an aeroplane, a wing pivoted with relation to the fuselage thereof, means to move the wing on its pivot to change the angle of attack without changing the contour of the bottom of the wing, a flexible forward portion on the wins having the front edge thereof pivoted to the nose of the wing and the rear edge slidable on the top of the wing and means to slide the rear edge of the flexible member on the top of the wing to vary the camber of the forward portion in proportion to the change in the angle of attack.

8. In an aeroplane, a wing pivoted with relation to the fuselage thereof. means to movethe wing on its pivot to change the angle of attack without changing the contour the wing, a flexible forward portion on the wing having the front edge thereof pivoted to the nose of the wing and the rear edge slidable on the top of the wingand means controlled by movement of the wing on its pivot to slidethe rear edge of the flexible member on the top of the wing to vary the camber of the forward portion.

9. In an aeroplane, a wing pivoted with rel tion to the fuselage thereof, means to move the wing on its pivot to change the angle of attack without changing the contour of the bottom of the wing, a flexible forward portion on the wing the bottom of 'theimntedlethendplmtedtotbenoae withoutchanglngthe oontourofthebottmnot lhrgqndtherearedgeslidnbleonthetop thewingaflexibletorwardportiononthewing mandlneauscuntmlledw having the front edge thereo! pivoted to the m.m'itsplvotto*alldetheraruhed noaeufthewlngandth:real-edge-slldmbleonv munberonthetopotfln'hgtom thetopotthewingandmegnstoslidetherear I ottheflqxiblememberonthetopotfthe tomrythecamberotthetorwardportlon, lllnmmqiangnwhmflmhdvithnhdmelnsbelnglockedagamstmovemntextlmtofl|e1uehufl|enuLmenmtomthe uptuponmovemcntotthewingonitsplvot. ummltsnimtochmgethcm'otathck WALTERDJIARING. 10 

